DE102018133724A1 - ELECTRONIC GEARBOX SELECTION FOR A CONTINUOUS AUTOMATIC GEARBOX - Google Patents

Abstract

A hydraulic control system for a continuously variable transmission (CVT) of an automotive vehicle includes a source of pressurized hydraulic fluid connected to an electronic transmission range selection (ETRS) subsystem. The ETRS subsystem may include one or more mode valves, a park servo, and a parking mechanism. A pressure regulator subsystem is configured to provide a pressurized hydraulic fluid. The ETRS subsystem is in downstream fluid communication with the pressure regulator subsystem and has first and second outputs. The ETRS subsystem has an electronically activated mode control valve in conjunction with the mode valve. The mode control valve is operable to move the mode valve between a first position and a second position. The ETRS subsystem is configured to selectively communicate pressurized hydraulic fluid via the first output to the forward clutch for the CVT and via the second output to the reverse clutch.

Description

TECHNICAL AREA

The present disclosure relates to an electro-hydraulic controller for a continuously variable automatic transmission.

INTRODUCTION

A typical continuously variable transmission (CVT) includes a hydraulic control system that is used to cool and lubricate components within the CVT and to activate torque-transmitting devices such as input clutches or torque converter clutches, as well as pulley positions. The conventional hydraulic control system generally includes a main pump that provides a pressurized fluid such as oil, a plurality of valves, and solenoid valves in a valve body. The main pump is driven by the motor of the motor vehicle. The valves and solenoid valves are operable to direct the pressurized hydraulic fluid through a hydraulic fluid circuit to the various subsystems, including the lubrication subsystems, radiator subsystems, torque converter clutch control subsystems, and pulley drive subsystems including actuators for engaging the torque transmitting devices and the pulleys, which are moving the belt of the CVT, are configured. The pressurized hydraulic fluid supplied to the pulleys is used to position the belt with respect to input and output variators to obtain different pulley ratios.

While prior hydraulic control systems are useful for their intended purpose, the need for new and improved hydraulic control system configurations within CVTs exhibiting improved performance is substantially constant, especially from the standpoints of efficiency, responsiveness, and smoothness. Accordingly, there is a need for an improved, cost-effective hydraulic control system for use in a hydraulically-actuated automatic CVT.

SUMMARY

There is provided a hydraulic control with clutch control for a CVT. The hydraulic control system includes a pressure regulator subsystem configured to provide pressurized hydraulic fluid and an electronic range selection subsystem configured to selectively communicate the pressurized hydraulic fluid to the forward clutch and the reverse clutch. The electronic range selection subsystem may include two mode valves, wherein each mode valve is independently operable. In some forms, the mode valves are movable and the confirmation of their position can be measured before pressurized hydraulic fluid is directed to the mode valves. In addition, a clutch spill valve may be provided to supply pressurized hydraulic fluid to the electronic range selection subsystem in the event of a failure.

In a form that may be combined or separated from other forms disclosed herein, there is provided a hydraulic control system for a drive system of a motor vehicle, the drive system including a continuously variable transmission, a forward clutch, and a reverse clutch. The hydraulic control system includes a pressure regulator subsystem configured to provide a pressurized hydraulic fluid. An electronic range selection subsystem is provided in downstream fluid communication with the pressure regulator subsystem and has first and second outputs. The electronic range selection subsystem includes a mode valve and an electronically-activated mode control valve in communication with the mode valve. The mode control valve is operable to move the mode valve between a first position and a second position. The electronic range selection subsystem is configured to selectively transmit pressurized hydraulic fluid to the forward clutch via the first output and to the reverse clutch via the second output. A first pulley valve is provided and configured to regulate the fluid pressure to a primary pulley. The first pulley valve is controllable by an electronically activated primary pulley control valve. A second pulley valve is configured to control the fluid pressure secondary pulley. The secondary pulley valve is controllable by an electronically activated secondary pulley control valve.

In another form, which may be combined with or disassociated from the other forms disclosed herein, there is provided a hydraulic control system for a drive system of a motor vehicle, wherein the drive system comprises a continuously variable transmission, a forward clutch, and a reverse clutch. The hydraulic control system includes a pressure regulator subsystem configured to provide a pressurized hydraulic fluid and an area selection subsystem in downstream fluid communication with the pressure regulator subsystem. Subsystem. The electronic range selection subsystem includes first and second outputs, a first mode valve, and an electronically-activated first mode control valve in communication with the first mode valve. The first mode control valve is operable to move the first mode valve between a first position and a second position. The electronic range selection subsystem also includes a second mode valve and an electronically-activated second mode valve in communication with the second mode valve. The second mode control valve is operable to move the second mode valve between a first position and a second position. The electronic range selection subsystem is configured to selectively transmit pressurized hydraulic fluid to the forward clutch via the first output and to the reverse clutch via the second output. The electronic range selection subsystem includes an area release valve configured to supply pressurized hydraulic fluid to the first and second mode valves. The range release valve is controllable independently of the first and second mode valve.

In yet another form, a hydraulic control system for a drive system of a motor vehicle is provided, wherein the drive system comprises a continuously variable transmission, a forward clutch, and a reverse clutch. The hydraulic control system includes a pressure regulator subsystem configured to provide a pressurized hydraulic fluid and an area selection subsystem in downstream fluid communication with the pressure regulator subsystem. The electronic range selection subsystem includes first and second outputs, a first mode valve, and an electronically-activated first mode control valve in communication with the first mode valve. The first mode control valve is operable to move the first mode valve between a first position and a second position. The electronic range selection subsystem also includes a second mode valve and an electronically-activated second mode valve in communication with the second mode valve. The second mode control valve is operable to move the second mode valve between a first position and a second position. The electronic range selection subsystem is configured to selectively transmit pressurized hydraulic fluid to the forward clutch via the first output and to the reverse clutch via the second output. The electronic range selection subsystem includes an area release valve configured to supply pressurized hydraulic fluid to the first and second mode valves. The hydraulic control system includes a primary clutch pressure control valve and a standard clutch valve in fluid communication with the primary clutch pressure control valve. The standard clutch valve can be actuated by a normally highly controllable solenoid valve.

Additional functions may be provided, including but not limited to the following: a second mode valve; an electronically activated second mode valve in communication with the second mode valve; wherein the second mode valve is operable to move the second mode valve between a first position and a second position; an area-release valve configured to supply pressurized hydraulic fluid to the first and second mode valves, the area-release valve being controllable independently of the first and second mode valves; a primary clutch pressure control valve; a clutch standard valve in fluid communication with the primary clutch pressure control valve; wherein the clutch standard valve is actuated by a normally highly controllable solenoid valve; wherein the clutch default valve is configured to default to supply pressurized hydraulic fluid to the electronic range selection subsystem; wherein the hydraulic control system is configured to default to a forward drive mode when a standard occurs while the forward clutch is in the forward drive mode; a clutch control solenoid valve configured to actuate the primary clutch pressure control valve; the clutch control solenoid valve is normally high; wherein the electronic range selection subsystem is configured to connect pressurized hydraulic fluid to the reverse clutch via the second output when the first mode valve is in the first position and the second mode valve is in the second position; and the electronic range selection subsystem is configured to connect pressurized hydraulic fluid to the forward clutch via the first output when the first mode valve is in the second position and the second mode valve is in the first position.

Additional additional functions may be provided, including, but not limited to: a torque converter control valve connected to a torque converter clutch and a radiator subsystem; wherein the torque converter control valve is connected between an application position configured to connect pressurized hydraulic fluid with an application side of the torque converter clutch and a release position configured to connect pressurized hydraulic fluid with a torque converter clutch release side and the radiator subsystem; a torque converter clutch pressure control valve; a torque converter clutch Control solenoid valve is movable; wherein the pressure converter valve of the torque converter clutch is disposed downstream of the torque converter clutch solenoid valve and the pressure regulator subsystem and upstream of the torque converter control valve; and wherein the pressure converter valve of the torque converter clutch is configured to control a hydraulic fluid pressure supplied from the pressure regulator subsystem and provided to the torque converter control valve based on an output of the torque converter clutch solenoid valve.

Other additional functions may be provided, including but not limited to the following: wherein the hydraulic control system has a park mode and an off-park mode; a park servo in downstream fluid communication with the first mode valve and the second mode valve; wherein the parking servo is movable between a parking position and an off-park position; wherein the park servo is operable by a park control solenoid valve movable between a first position and a second position; a parking lock mechanism mechanically coupled to the park servo, wherein the parking servo is configured to mechanically move the parking lock mechanism to place the hydraulic control system in park mode when the first mode valve is in the first position; the first position is and the parking control solenoid valve is in the first position; and wherein the parking servo is configured to adjust the parking lock mechanism to place the transmission in the out-of-park mode when at least one of the first mode valves, the second mode valve, and the park control solenoid is in the second position.

Other aspects, advantages, and uses will become apparent in the following description and the accompanying drawings, wherein like reference numbers refer to like components, elements, or features.

list of figures

• 1 ist eine schematische Draufsicht eines Kraftfahrzeugs mit einem exemplarischen Antriebssystem mit einem stufenlosen Automatikgetriebe und einem hydraulischen Steuersystem gemäß den Prinzipien der vorliegenden Offenbarung;
• 2A ist ein schematisches Diagramm eines Abschnitts des hydraulischen Steuersystems des Antriebssystems von 1 gemäß den Prinzipien der vorliegenden Offenbarung; 2B ist ein schematisches Diagramm eines weiteren Abschnitts des hydraulischen Steuersystems des Antriebssystems von 1 gemäß den Prinzipien der vorliegenden Offenbarung; und
• 3 ist eine Wahrheitstabelle, die exemplarische Positionen ausgewählter Ventile des hydraulischen Steuersystems aus den 1, 2A und 2B und die daraus resultierenden Betriebsarten in Abhängigkeit von den Ventilpositionen, einschließlich Park-, Rückwärts-, Neutral- und Vorwärtsfahrt, gemäß den Prinzipien der vorliegenden Offenbarung veranschaulicht.

The drawings described herein are for illustration only and are not intended to limit the scope of the present disclosure in any way.

• 1 FIG. 12 is a schematic plan view of a motor vehicle having an exemplary drive system including a continuously variable transmission and a hydraulic control system in accordance with the principles of the present disclosure; FIG.
• 2A is a schematic diagram of a portion of the hydraulic control system of the drive system of 1 in accordance with the principles of the present disclosure; 2 B is a schematic diagram of another portion of the hydraulic control system of the drive system of 1 in accordance with the principles of the present disclosure; and
• 3 is a truth table showing the exemplary positions of selected valves of the hydraulic control system from the 1 . 2A and 2 B and the resulting modes of operation versus valve positions, including park, reverse, neutral, and forward driving, illustrated in accordance with the principles of the present disclosure.

DETAILED DESCRIPTION

With reference to 1 is shown a motor vehicle and generally with the reference number 5 designated. The car 5 is illustrated as a car, but it should be clear that the motor vehicle 5 may be any vehicle, such as a truck, vans, SUV, etc. The motor vehicle 5 includes an exemplary drive system 10 , It should be noted in advance that, while a rear propulsion drive system is shown, the motor vehicle 5 a front-drive drive system may, without departing from the scope of the present disclosure. The drive system 10 generally includes an engine 12 connected to a transmission 14 ,

The motor 12 may be a conventional internal combustion engine or an electric motor, hybrid engine, or any other type of prime mover without departing from the scope of the present disclosure. The motor 12 provides a drive torque to the gearbox 14 , through a torque converter 16 , The torque converter 16 includes a torque converter clutch 18 which, when actuated or engaged, the output of the motor 12 mechanically with the input of the gearbox 14 coupled.

The gear 14 is preferably a continuously variable automatic transmission and has a typical cast metal housing 19 on that the various components of the transmission 14 contains and protects. The housing 19 includes a plurality of openings, passages, side members, and flanges that position and support these components. Generally speaking, the gearbox includes 14 a transmission input shaft 20 and a transmission output shaft 22 , Between the transmission input shaft 20 and the transmission output shaft 22 there is a force flow arrangement 24 of gears, clutches and pulleys. The transmission input shaft 20 is functional over the torque converter 16 with the engine 12 thereby receiving input torque or power from the engine 12 , The transmission output shaft 22 is preferably with a final drive unit 26 connected, for example, a cardan shaft 28 , a differential arrangement 30 and drive axles 32 that involves the wheels 33 are connected. The transmission input shaft 20 is with the power flow arrangement 24 coupled and delivers the drive torque.

The force flow arrangement 24 generally includes a forward clutch 34 , a reverse clutch or brake 36 and a pulley arrangement 38 , The force flow arrangement 24 may also include a plurality of axles, a plurality of shafts, and associated clutches or brakes. The plurality of gear sets may include individual intermeshing gears, such as planetary gear sets connected to, or selectively connectable to, the plurality of shafts through the selective actuation of the plurality of clutches / brakes. The plurality of shafts may include countershafts or countershafts, hollow and central shafts, reverse or free shafts, or combinations thereof. The forward clutch 34 is selectively engageable to initiate a forward drive mode while the reverse clutch or brake 36 is selectively engageable to initiate a reverse drive mode. The pulley arrangement 38 is a continuously variable unit including a chain or a belt wound between a primary pulley and a secondary pulley (not shown). The ratio of the pulleys correlates with the movement of the belt or chain, which is the output or pulley ratio of the transmission 14 changed continuously.

The gear 14 also includes a transmission control module 40 , The transmission control module 40 Preferably, a non-electronic control device having a pre-programmed digital computer or processor, control logic or loop, memory for storing data, and at least one IIO peripheral device. The control logic includes or enables multiple logical routines for monitoring, manipulating, and generating data and control signals. The transmission control module 40 controls the actuation of the forward clutch 34 , the reverse clutch or brake 36 , the pulley arrangement 38 and the converter clutch 18 via a hydraulic control system 100 , In another example, the transmission control module 40 an engine control module (ECM), or a hybrid control module, or any other type of controller.

The hydraulic control system 100 is inside a valve body 101 located within the valve bores and the fluid paths the majority of the components of the hydraulic control system 100 contains and houses. These components include, but are not limited to, pressure control valves, directional control valves, solenoid control valves, etc. The valve body 101 Can be used in rear-wheel drive gearboxes at a bottom of the gearbox 19 , or in front-wheel drive transmissions on a front side of the transmission housing 19 be attached. The hydraulic control system 100 is operable to the clutches / brakes 34 . 36 . 18 selectively engage and the transmission 14 to cool and lubricate by selectively removing a hydraulic fluid from a sump 102 under pressure either from a motor driven pump 103 or a memory (not shown) conducts. The pump 103 can by the engine 12 be driven, or by an auxiliary motor or electric motor.

With reference to the 2A-2B becomes a section of the hydraulic control system 100 shown. The hydraulic control system 100 generally includes a plurality of interconnected or hydraulically transmitting subsystems, including an electronic (ETRS) control subsystem 104 , a pressure regulator subsystem 106 , an actuator feed subsystem 108 and a torque converter clutch control subsystem 110 , The hydraulic control system 100 may also include various other subsystems or modules, such as a lubrication subsystem, without departing from the scope of the present disclosure.

The pressure control subsystem 106 is operable to provide and regulate pressurized hydraulic fluid, such as transmission oil, via the hydraulic control system 100 , The pressure control subsystem 106 sucks hydraulic fluid from the sump 102 , The swamp 102 is a tank or a reservoir, preferably at the bottom of the transmission housing 19 to which the hydraulic fluid is returned and collected from various components and areas of the transmission 14 , The hydraulic fluid is removed from the sump 102 pressed and over the transmission fluid pump 103 to the entire hydraulic control system 100 forwarded. The transmission fluid pump 103 For example, it may be a gear pump, a vane pump, a gerotor pump, or another positive displacement pump. The pressure regulator subsystem 106 may also include an alternative source of hydraulic fluid, which is an auxiliary pump 140 which is preferably powered by an electric motor, motor, battery, or other prime mover (not shown) or memory. The auxiliary pump 140 can be integrated if required to reduce the line pressure z. Eg at start / stop To provide applications. The hydraulic fluid from the transmission fluid pump 103 is through a pressure control valve 112 controlled. The pressure control valve 112 regulates the pressure of the hydraulic fluid from the transmission fluid pump 103 and promotes the pressurized hydraulic fluid at line pressure to a converter supply line 114 , The pressure regulator subsystem 106 may also include various other valves and solenoid valves without departing from the scope of the present disclosure.

For example, the line pressure control valve includes the connections 112A-E , in the 2 B numbered from left to right. The connection 112A communicates with a line pressure signal line 113 from a line pressure control solenoid valve 134 , The connection 112B communicates with the converter supply line 114 , The connections 112C and 112F communicate with the line pressure 126 , The connection 112D communicates with a bypass circuit 119 , The connection 112E is an outlet opening. The pressure control valve 112 also includes a slide valve 121 slidable in a hole 123 arranged and in the valve body 101 is trained. The slide valve 121 is against a biasing element 125 , such as a coil spring, movable to control the line pressure.

The pressure control valve 112 regulates the flow and / or pressure of the transmission fluid to a primary pulley valve 122 , a secondary pulley valve 124 and / or to one or more other actuators / functions, such as the torque converter 16 and other valves within the hydraulic control system 100 , The pressure control valve 112 may also be fluid from the transmission fluid pump 103 provide for cooling and lubricating. An outlet pressure of the pressure control valve 112 can be considered line pressure 126 to be discribed.

The transmission fluid pump 103 gives over a first fluid path 116 Transmission fluid to the pressure control valve 112 off, and the transmission fluid pump 103 also gives the transmission fluid via a second fluid path 120 to a switching valve 118 out. The switching valve has a slide 127 slidable within a hole 129 is arranged by a biasing element 131 , such as a spring, is biased to a first position.

When the switching valve 118 is open (in a second position), the transmission fluid flows from the transmission fluid pump 103 through the switching valve 118 to the pressure control valve 112 , In various implementations, the switching valve may 118 inside the transmission fluid pump 103 be integrated. When the switching valve 118 is closed (in a first position), the second liquid path 120 connected back to the pump suction.

When the switching valve 118 is in the closed position or the first position blocks the switching valve 118 the transmission fluid flow through the second fluid path 120 and connects the second path 120 with the pump suction, so that the transmission fluid pump 103 only over the first fluid path 116 Transmission fluid to the pressure control valve 112 promotes and the transmission fluid pump 103 is operated in a partial (eg half) operating mode. Because the transmission fluid pump 103 through the engine 12 can be an increase in fuel efficiency (ie, a fuel consumption reduction) of the engine 12 (versus full mode operation) during partial mode operation since the transmission fluid pump 103 a lower torque load of the engine 12 exercises.

When the switching valve 118 is in the open position or the second position, the slider is 127 over the signal line 133 supplied pressurized hydraulic fluid to the slide 127 against the spring 131 to press, and the transmission fluid pump 103 works in a full-mode mode. The switching valve 118 activates the transmission fluid flow through the second fluid path 120 when it is in the open position, so that the transmission fluid pump 103 Transmission fluid through the first fluid path 116 and the second fluid path 120 to the pressure control valve 112 inflated.

The switching valve 118 can be controlled in different circumstances from the closed to the open position. For example, only the switching valve 118 from the closed position to the open position when a rate of change of the target ratio between the input and output shafts 20 . 22 is greater than a predetermined value. In another example, the switching valve 118 from the open position to the closed position when a rate of change of the target ratio between the input and output shafts 20 . 22 is less than a predetermined value.

The actuator feed subsystem 108 poses throughout the hydraulic control system 100 Hydraulic fluid for various control devices or actuators, such as solenoid valves ready. The actuator feed subsystem 108 includes a supply limiting valve 115 controlling or limiting the pressure of the hydraulic fluid supplied to the actuators. For example, the supply control valve 115 configured to be a binary solenoid control valve 132 , a line pressure control solenoid valve 134 , a primary one Pulley solenoid control valve 136 , a secondary pulley solenoid control valve 138 , a TCC control solenoid control valve 142 , a clutch-controlled solenoid control valve 144 , a first mode solenoid control valve 146 and / or a second mode solenoid control valve 148 to supply with fluid. Each of the solenoid control valves 132 . 134 . 136 . 138 . 142 . 144 . 146 . 148 For example, it may be a VBS or VFS valve, which may normally be high or low. In one example, each of the solenoid control valves 132 . 134 . 136 . 138 . 144 usually high and each of the solenoid control valves 142 . 146 . 148 normally be low. Each of the solenoid control valves 132 . 134 . 136 . 138 . 142 . 144 . 146 . 148 can be electrically activated. In other examples, the control valves 132 . 134 . 136 . 138 . 142 . 144 . 146 . 148 another type of control valve without solenoid valve, which can be electrically activated.

The primary pulley valve 122 controlled and actuated by the electrically activated primary pulley solenoid valve 136 , regulates the flow (and pressure) of the transmission fluid to the primary pulley 34 , For example, the primary pulley valve 122 opened to the flow / pressure of the transmission fluid to the primary pulley 34 increase to the primary pulley 34 to expand and the pulley gear ratio of the primary pulley 34 to change. The primary pulley valve 122 can be closed to the flow / pressure of the transmission fluid to the primary pulley 34 reduce and the primary pulley 34 compress and the pulley transmission ratio of the primary pulley 34 to change. An outlet pressure of the primary pulley valve 122 Can be used as primary pulley pressure 128 be designated.

The secondary pulley valve 124 controlled and actuated by the electrically activated secondary pulley solenoid valve 138 , regulates the flow (and pressure) of the transmission fluid to the secondary pulley 36 , For example, the secondary pulley valve 124 to increase the transmission fluid flow to the secondary pulley 36 increase to the secondary pulley 36 to expand and the pulley transmission ratio of the secondary pulley 36 to change. The secondary pulley valve 124 can increase the transmission fluid flow to the secondary pulley 36 be closed to the secondary pulley 36 compress and the pulley transmission ratio of the secondary pulley 36 to change. An output pressure of the secondary pulley valve 124 Can be used as secondary pulley pressure 130 be designated.

The torque converter clutch control subsystem 110 controls the engagement of the torque converter clutch 18 and cooling the torque converter 16 , The torque converter clutch control subsystem 110 generally includes an error valve 150 the torque converter clutch (TCC), a TCC pressure control valve 152 , a torque converter control valve 154 and the TCC solenoid control valve 142 ,

The TCC fault valve 150 includes the connections 150A-E , in the 2A numbered from left to right. The connections 150A and 150B are outlet ports that connect with the sump 102 or an outlet backfill circuit (not shown). The connection 150C is via a fluid line 156 with the torque converter control valve 154 connected. The connection 150D is with the pressurized hydraulic fluid from the converter supply line 114 connected and picks this up. The connection 150E is via a signal line 158 with the TCC solenoid control valve 142 connected. The TCC fault valve 150 also includes a slide valve 160 slidable in a hole 161 arranged and in the valve body 101 is trained. The slide valve 160 is movable between a boost position with the slider valve moved to the left 160 according to 2A and a safety position with the slider valve moved to the right 160 , A biasing element 164 , such as a coil spring, biases the gate valve 160 in the safety position. The hydraulic fluid from the TCC solenoid control valve 142 moves over the signal line 158 the control valve 160 in the boost position. The connection communicates in the boost position 150B with the connection 150C , where the connection 150D closed is. In the safety position the connection communicates 150C with the connection 150D , where the connection 150B closed is.

The TCC pressure control valve 152 regulates the pressure of the hydraulic fluid flowing to the torque converter control valve 154 is transmitted. The TCC pressure control valve 152 includes the fluid connections 152A-E , in the 2 B numbered from left to right. The connection 152A is with the signal line 158 connected. The fluid connection 152B is with the hydraulic fluid of the actuator supply line 117 connected and picks this up. The connections 152C and 152E are with a fluid line 166 connected. The connection 152D is an outlet opening. A control valve 168 is inside the TCC pressure control valve 152 arranged. The control valve 168 regulates the pressure of the hydraulic fluid coming from the port 152B to the connection 152C and thus to the torque converter control valve 154 over the fluid line 166 arrives. The control valve 168 is positioned by a pressure signal from the TCC solenoid control valve 142 over the connection 152A Posted becomes. The TCC solenoid control valve 142 controls fluid pressure by applying pressurized hydraulic fluid to the port 152A sends to the control valve 168 to press. At the same time, the hydraulic fluid from the port 152C over the connection 152E to the control valve 168 returned and acts on the opposite side of the control valve 168 , The pressure balance between that from the TCC solenoid valve 142 predetermined pressure, the pressure in the fluid line 166 and a spring 170 is achieved when the control valve 168 moves and a selective connection between the terminals 152B and 152C allows.

The torque converter control valve 154 controls the engagement of the torque converter clutch 18 inside the torque converter 16 , The torque converter control valve 154 includes the connections 154A-I , in the 2A numbered from left to right. The connection 154A is with the signal line 158 connected. The connection 154B is with the fluid line 156 connected. The connection 154C is with a TCC release line 172 connected. The TCC release line 172 communicates with a blow-off valve 174 and with a release side of the torque converter clutch 18 , The connections 154D and 154E communicate with the parallel branches 114A and 114B the converter supply line 114 , The connection 154F communicates with a radiator line 176 , The radiator line 176 communicates with a radiator 178 and a filter in series 180 , The cooler 178 reduces the temperature of the hydraulic fluid passing through the filter 180 flows as known in the art. A blow-off valve 182 is parallel to the filter 180 arranged. Hydraulic fluid from the radiator 178 and the filter 180 communicate via a lubricant circuit 184 with the swamp 102 , The connection 154G is with a TCC application line 186 connected. The TCC application line 186 communicates with an application page of the torque converter clutch 18 , The connection 154H communicates with the TCC pressure control valve 152 over the fluid line 166 , The connection 1541 communicates with the fluid line 188 , which is described in more detail below.

The torque converter control valve 154 also includes a slide valve 190 slidable in a hole 192 arranged and in the valve body 101 is trained. The slide valve 190 is movable between an application position with the slider valve moved to the right 190 , as in 2A and a release position with the slider valve moved to the left 190 , A biasing element 194 , such as a coil spring, biases the gate valve 190 in the release position. The hydraulic fluid from the TCC control solenoid valve 142 moves over the signal line 158 the slide valve 190 in the application position. In the release position are the connections 154B . 154E and 154H locked, the connection 154C communicates with the connection 154D and the connection 154F communicates with the connection 154G , Port communicates in the application position 154B with the connection 154C , the connection 154D is blocked, the connection 154E communicates with the connection 154F and the connection 154G communicates with the connection 154H ,

The TCC control solenoid valve 142 is for controlling the position of the TCC pressure control valve 152 and for moving the TCC error valve 150 configured. The TCC control solenoid valve 142 is preferably a normally low solenoid valve, as stated above. The TCC control solenoid valve 142 is electric with the transmission control module 40 connected.

The ETRS tax subsystem 104 controls the forward and reverse clutches 34 . 36 and a parking control valve 268 , In general, the ETRS tax subsystem is transforming 104 an electronic input for a requested range selection (drive, reverse, park) in hydraulic and mechanical commands. The mechanical commands involve the engagement and disengagement of a parking mechanism 114 ,

The ETRS tax subsystem 104 includes an area release valve 194 , a standard clutch valve 204 and first and second mode valves 206 . 208 , The area release valve 194 includes the fluid connections 194A-D , The fluid connection 194A is with the line pressure signal line 113 connected. The fluid connection 194B stands with the actuator supply line 117 in connection. The fluid connection 194C communicates with an area feed line 196 , The connection 194D is an outlet opening with the sump 102 or an outlet backfill circuit. The area release valve 194 also includes a slide valve 198 that inside a hole 200 slidably arranged. For example, when pressurized fluid over the signal line 113 is supplied, the fluid pressure acts on the spool valve 198 via the fluid connection 194A and moves the gate valve 198 against a spring 202 in a painted or released position. The slide valve 198 is by the spring 202 brought into an extended position. When the slide valve 198 is actuated, communicates the fluid connection 194B with the fluid connection 194C , When the control valve 198 in the extended position, is the fluid port 194B blocked. The area release valve 194 is configured to supply hydraulic fluid to the clutches 34 . 36 and to a park layout 203 to interrupt until with the first and second mode valves 206 . 208 a safety mode valve position is reached.

The area feed line 196 communicates with the standard clutch valve 204 and with the first mode valve 206 , The standard clutch valve 204 has the fluid connections 204A-E on that from left to right in 2A numbered. The fluid connection 204A is with the signal line 133 connected. The connections 204B and 204E are outlet ports that connect with the sump 102 or an outlet backfill circuit. The fluid connection 204C is with a fluid line 188 connected. The fluid connection 204D is with an area feed line 196 connected. The coupling error valve 204 also includes a control valve 210 slidable in a hole 212 is arranged. When pressurized hydraulic fluid through the signal line 133 is supplied, the fluid pressure acts on the spool valve 210 via the fluid connection 204A and moves the gate valve 210 against a spring 214 in a retracted or released position. The slide valve 210 is by the spring 214 brought into an extended position. When the control valve 210 is actuated, communicates the fluid connection 204C with the fluid connection 204D and bring the fluid line 188 with the area feed line 196 in connection. When the control valve 210 in the extended position, is the fluid port 204D blocked and the fluid connection 204C communicates with the outlet (fluid connection 204B) , The standard clutch valve 204 provides a secondary means for activating the clutches 34 . 36 for "limp home protection", which is described in more detail below.

The primary clutch pressure regulator is generally designated 216. The pressure control valve of the primary clutch 216 is for driving the forward and reverse clutch via the mode valves 206 . 208 configured. The pressure control valve 216 The primary clutch controls the pressure of the hydraulic fluid flowing to the mode valves 206 . 208 is transmitted. The pressure control valve of the primary clutch 216 has the fluid connections AE, which in 2A numbered from left to right. The connection 216A is with a signal line 218 connected by the clutch control solenoid valve 144 is operable. The connection 216B communicates with the fluid line 188 also with the clutch error valve 204 and the torque converter control valve 154 is connected as explained above. The connections 216C and 216E communicate with a supply line 220 to the first mode valve 206 , The fluid connection 216D communicates with the area where the fluid line 196 is released.

A control valve 222 is inside the pressure control valve 216 the primary clutch arranged. The control valve 222 regulates the pressure of the hydraulic fluid coming from the port 216B to the connection 216C and thus to the first mode valve 206 is directed. The control valve 222 is positioned by a pressure signal from the clutch control solenoid valve 144 over the fluid line 218 to the connection 216A is sent. At the same time, the pressurized hydraulic fluid from the port 216C over the connection 216E to the control valve 222 returned and acts on the opposite side of the control valve 222 , The pressure balance between that of the clutch control solenoid valve 144 predetermined pressure, the pressure in the fluid line 220 and a spring 224 is achieved when the control valve 222 moves and a selective connection between the terminals 216C and 216E allows.

The first and second mode valve assemblies 206 . 208 are connected in series and communicate with each other and with the range release valve 194 , The first mode valve 206 includes the connections 206A-M , which are numbered from left to right. The connections 206B , D, H, L and M are outlet ports connected to the sump 102 or an outlet backfill circuit. The connections 206A communicate with a drive clutch actuator and the return line 226 , The connection 206C communicates with a first mode signal line 228 by electronically actuating the first mode solenoid valve 146 is pressurized. The connection 206E communicates with an out-of-park supply line 230 , The connection 206F is with the area feed line 196 connected. The connection 206G communicates with a park return fluid line 232 , The connection 206i communicates with a fluid line 234 , The connection 206j communicates with the first mode valve supply line 220 , The connection 206K communicates with a return line 236 ,

The first mode valve arrangement 206 also includes the slide valves 238A and 238B slidable in a hole 240 are arranged. The slide valves 238A . 238B be through the over the wires 228 and 226 supplied hydraulic fluid actuated. At the right end of the slide valve 238B is a biasing spring 239 arranged, which the slide valves 238A . 238B to the left in the orientation of 2A biases. The slide valves 238A . 238B are between a first position (as in 2A shown) and a second position in which the slide valve 238A in the orientation of 2A is moved to the right, movable. In the first position the connection communicates 206E with the connection 206D and is consumed; the connection 206F communicates with the connection 206G ; the connection 206i communicates with the connection 206H and is consumed; and the connection 206j communicates with the connection 206K and connects the fluid line 220 with the return line 236 , To the first Mode valve assembly 206 moving from the first position to the second position fills the signal conduit fluid from the fluid conduit 228 the area 242 on, causing the slide valve 238A moved to the right. In the second position, the fluid port communicates 206E with the fluid connection 206F so the area enable line 196 with the out-of-park supply line 230 communicating; the fluid connection 206G with the fluid connection 206H is connected and consumed, the fluid connection 206i with the fluid connection 206j is connected and thereby the front lead 234 with the fluid line 220 links; and the fluid connection 206K with the fluid connection 206L is connected and consumed.

The second mode valve arrangement 208 generally includes the connectors 208A-L , The fluid connection 208A communicates with a signal line 244 in the second mode, by electronically actuating the solenoid valve 148 is pressurized in the second mode. The connections 208B . 208F . 208i , and 208L are outlet ports connected to the sump 102 or an outlet backfill circuit. The connection 208C communicates with a reverse off-park supply line 246 , The connection 208D communicates with the fluid line 232 , The connection 208E communicates with a park return fluid line 248 , The connection 208G communicates with the forward feed 234 , The connection 208H communicates with the drive clutch actuation and return line 226 that with a forward clutch circuit 249 connected, which is configured to the forward clutch 34 to press. The connection 208j communicates with a reverse clutch actuation line 250 equipped with a reverse clutch actuation circuit 252 connected to the operation of the reverse clutch 36 is configured.

The second mode valve arrangement 208 includes one or more slide valves 254 that inside a hole 256 slidably arranged. The slide valve 254 is displaceable between a first and a second position. In the first position (shown in 2A) the connection communicates 208C with the connection 208B and is consumed; the connection 208D communicates with the connection 208E and thus connects the fluid line 232 with the return supply line 248 ; the connection 208G communicates with the connection 208H and thus connects the forward feed line 234 with the drive clutch actuator and the return line 226 ; and the connection 208j communicates with the connection 208i and is consumed. The connection 208K is blocked. At the right end of the slide valve 254 is a biasing spring 255 arranged, which the slide valve 254 in the orientation of 2A biased to the left.

To the slide valve 254 to move to the second position (in the configuration of 2A to the right), the fluid passes through the signal line 244 to the connection 208A directed, by activating (or deactivating) the solenoid valve 148 is reached. In the second position the connection communicates 208C with the connection 208D and thus connects the fluid line 232 with the reverse off-park supply line 246 ; the connection 208E communicates with the connection 208F and is vented; the connection 208G is closed; the connection 208H communicates with the connection 208i and is vented; and the connection 208j communicates with the connection 208K and thus connects the reverse feed line 236 with the control line 250 the reverse clutch.

When the first mode valve 206 is in the "primed" position or in the second position while the second mode valve is 208 is in the "extended" position, the transmission is in the "drive", which is a forward drive mode. When the first mode valve 206 is in the "extended" position or the first position while the second mode valve 208 is in the "dashed" position, the transmission is in the "reverse" position.

The first mode valve arrangement 206 can have one, two or more position sensors 260 include, and the second mode valve assembly 208 can, for example, one, two or more position sensors 262 include, which are configured to the position of the coils 238A . 254 within the mode valves 206 . 208 to determine.

A check valve 264 is with the fluid lines 230 and 246 connected. The check valve 264 includes three connections 264A-C , The connection 264A is with the reverse off-park supply line 246 connected. The connection 264B is with the forward-off-park supply line 230 connected. The connection or outlet 264C is connected to an off-park (OOP) fluid line 266. The check valve 264 closes those of the connections 264A and 264B , which provides the lower hydraulic pressure and the connection between the outlet port 264C and that of the terminals 264A and 264B produces, which has the higher hydraulic pressure or supplies.

The return park supply line 248 and the OOP fluid line 266 each communicate with a park actuation valve 268 which can be a servo valve. The park actuation valve 268 includes the connections 268A and 268B , each on both sides of a piston 270 are arranged. The piston 270 is mechanical with the parking mechanism 114 coupled, which may include a parking lock, to engage in a parking gear is configured (not shown). The connection 268A is with the OOP fluid line 266 connected, and the connection 268B is with the return park supply line 248 connected. The piston 270 moves in contact with the one of the fluid lines 266 . 248 supplied hydraulic fluid, causing the parking mechanism 114 mechanically disengaged or indented. A biasing spring brings the piston 270 without hydraulic assistance back to the park state.

The parking mechanism 114 is connected to an off-park (OOP) solenoid valve 272, also referred to as a park-lock solenoid valve assembly (PISA). The OOP solenoid valve 272 Can be operated to lock the parking mechanism 114 during an engine stop start (ie when the vehicle is to be mobile during an automatic engine stop) to prevent mechanical. The OOP solenoid valve 272 Can also be used to park the servo 268 when it is desirable to work outside the parking position at other times (eg idle).

The park actuation valve assembly 268 may also include one, two or more position sensors within a position switch arrangement 269 For example, to determine the position of the parking mechanism 114 are configured.

As mentioned above, the ETRS subsystem performs 104 the forward clutch circuit 249 and / or the reverse clutch circuit 252 via the clutch control system 220 and either the drive clutch and feedback line 226 or the reverse clutch actuation line 250 pressurized hydraulic fluid to. The drive clutch actuation and feedback line 226 also leads to the first mode valve 206 when connecting 206A back to the first mode valve 206 in the second position or the position "1" to lock, causing the transmission 14 is locked in the forward drive mode.

With reference to 3 is each of the mode valves 206 . 208 and the OOP solenoid valve 272 between a first position indicated by a "0" in 3 and a second position movable by a "1" in FIG 3 is marked. Depending on the position of each of the mode valves 206 . 208 and the OOP solenoid valve 272 The transmission can be in (forward) drive, reverse, park or idle. For example, if each of the mode valves 206 . 208 and the OOP solenoid valve 272 is in the first position or the position "0", the transmission is 14 in the park state. When each of the mode valves 206 . 208 is in the first position or the position "0", but is the OOP solenoid valve 272 in the second position or the position "1" is the transmission 14 idle. In addition, if each of the mode valves 206 . 208 in the second position or the position "1" is the transmission 14 also idle, regardless of whether the OOP solenoid valve 272 is in the position "0" or "1".

Actually, if one or both of the mode valves 206 . 208 in the second position or the position "1" is the range state of the transmission 14 not from the position of the OOP solenoid valve 272 dependent. Thus, when the first mode valve 206 in the first position or the position "0" and the second mode valve 208 in the second position or the position "1" is the transmission 14 in reverse regardless of the position of the OOP solenoid valve 272 , Likewise, but vice versa, when the first mode valve 206 in the second position or the position "1" and the second mode valve 208 is in the first position or the position "0", the transmission is 14 in drive or forward drive mode, regardless of the position of the OOP solenoid valve 272 ,

Each of the mode valves 206 . 208 has its own solenoid-controlled actuator valve 146 . 148 on. Thus, each of the mode valves 206 . 208 independent of and before the release of the mode valves 206 . 208 with the area release valve 194 to be moved. Each of the mode valves 206 . 208 can be independent of the position of the range release valve 194 to be activated. Therefore, each mode valve 206 . 208 moves and its position through its respective position sensor 260 . 262 be confirmed before the clutch pressure control valve 216 , the clutch actuation circuits 249 . 252 and the parking mechanism 114 pressurized hydraulic fluid is supplied.

If there is a failure or power loss of the transmission control, the hydraulic system remains 100 standard ready to drive, as long as the gearbox 14 is in the drive state when the failure occurs. The area release valve 194 feeds the clutch standard valve 204 , the clutch control valve 216 and the valve 206 of the mode 1 , The clutch control solenoid valve 144 (that the supply line 218 to the primary clutch control valve 216 controls) is usually high. Accordingly, the solenoid valve causes 144 in the event of a power failure of the clutch control solenoid valve 144 the primary clutch control valve 216 , the first mode valve 206 continue to dine. Furthermore, the binary solenoid valve 132 usually also high and allows the supply line 133 continue, the signal pressure to the clutch standard valve 204 to provide the standard clutch valve 204 pressed to the supply line 188 with the release device 196 ultimately to the forward clutch actuation circuit 249 to provide a flow pressure, since the first mode valve 206 through the drive return line 226 is locked in the engaged position "1" and thus the pressurized fluid from the release supply line 196 over the connections 206E and 206F with the OOP line 230 connected to the transmission 14 to stay out of the park. Thus sees the clutch standard valve 194 a "Limp Home Protection" so that a driver is not immediately stuck in case of failure or loss of performance.

Thus, the hydraulic control system 100 set to drive by default in forward drive mode. In Park, Reverse or Neutral mode, the hydraulic system becomes 100 Parked by default. In particular, there is the first mode valve 206 in its first position "0" instead of in its second position "1". Therefore, the first mode valve points 206 a shutdown of the drive supply line 234 , Accordingly, the drive supply line 234 in case of failure, not the forward clutch circuit 249 , In park mode, the second mode valve is located 208 also in the first "0" position.

In the event of a loss of power or a defect during reverse driving, the first mode valve is located 134 in the first "0" position, with the drive supply line 234 is vented and the pressure is not the forward clutch circuit 249 is supplied while the second mode valve 208 located in the second "1" position and the return line fluid 236 the reverse clutch circuit 252 is supplied; however, because the mode valve control solenoid valves 146 . 148 normally low and the second mode valve 208 is not locked in the second position, the second mode valve returns 208 in the event of a loss of power, return to the first position "0". Therefore, the area release device is 196 Although pressurized by default, but the scope release device 196 is only ultimately with the return park supply line 248 connected to the gearbox 14 to return to parking mode. The parking intervention mechanism 114 Can be configured to snap along the park gate when the vehicle 5 above a certain speed, such as 5 mph, drives to the vehicle 5 slow down before the vehicle 5 is brought to a halt when an error occurs while the hydraulic control system 100 moved in the reverse direction.

The neutral position follows a similar pattern as the parking and reversing function. Idle are the first and second mode valves 206 . 208 in the first "0" position and the OOP solenoid valve 272 is in a powered "1" position. Once the OOP solenoid valve 272 loses power, it returns to the de-energized position "0", referring to 3 the configuration for the parking is achieved and each of the valves 206 . 208 . 272 is in the "0" position. At idle high, with the first and second mode valves 206 . 208 in the second "1" position and the OOP solenoid valve 272 in the de-energized state "0", a parking is achieved by default, since the first mode valve 206 does not latch when the second mode valve 208 in the second "1" position. (Instead, the clutch actuation drive line becomes 226 through the connection 208i vented.) Accordingly, both mode valves return 206 . 208 back to the first "0" position and where the OOP solenoid valve 272 is also in the first "0" position, the parking position is reached, as in 3 shown.

It is to be understood that other orifice and check ball assemblies may be used without departing from the scope of the present invention, including a single port for filling and venting or for filling through a single port and for venting through two ports. It should also be appreciated that fluid lines, flow paths, passages, etc., may include other shapes, sizes, cross sections, and additional or fewer branches without departing from the scope of the present disclosure.

The description is merely exemplary and variations that do not depart from the general spirit of this disclosure are deemed to be within the scope of the disclosure. These variations should not be considered as a departure from the spirit and scope of the invention.

Claims (10)

A hydraulic control system for a drive system of a motor vehicle having a continuously variable transmission, a forward clutch, and a reverse clutch, the hydraulic control system comprising: a pressure regulator subsystem configured to provide a pressurized hydraulic fluid; an electronic range selection subsystem in downstream fluid communication with the pressure regulator subsystem and having first and second outputs, the electronic range selection subsystem having a mode valve and an electronically activated mode control valve in communication with the mode valve, the mode control valve operable to operate the mode valve between a first position and a second position, wherein the electronic range selection subsystem is configured to selectively pressurize hydraulic fluid to the forward clutch through the first output and to the reverse clutch through the second output; a first pulley valve configured to regulate the fluid pressure to a primary pulley, the first pulley valve operable by an electronically activated primary pulley control valve; and a second pulley valve configured to regulate the fluid pressure to a secondary pulley, the secondary pulley valve operable by an electronically activated secondary pulley control valve. Hydraulic control system after Claim 1 wherein the mode valve is a first mode valve and the mode control valve is a first mode control valve, the electronic range selection subsystem further comprising: a second mode valve; and an electronically activated second mode control valve in communication with the second mode valve, wherein the second mode control valve is operable to move the second mode valve between a first position and a second position. Hydraulic control system after Claim 2 wherein the electronic range selection subsystem further comprises an area release valve configured to supply pressurized hydraulic fluid to the first and second mode valves, the area release valve being controllable independently of the first and second mode valves. Hydraulic control system after Claim 3 further comprising: a primary clutch pressure control valve; and a clutch standard valve in fluid communication with the primary clutch pressure control valve, the clutch standard valve being operable by a normally high control solenoid valve. Hydraulic control system after Claim 4 wherein the standard clutch valve is configured to supply pressurized hydraulic fluid to the electronic range selection subsystem by default, wherein the hydraulic control system is configured to default to a forward drive mode when an error occurs while the forward clutch is in the forward drive mode. Hydraulic control system after Claim 5 wherein the control solenoid valve is a first control solenoid, the hydraulic control system further comprising a clutch control solenoid valve configured to actuate the primary clutch pressure control valve, wherein the clutch control solenoid valve is normally high. Hydraulic control system after Claim 6 wherein the electronic range selection subsystem is configured to connect pressurized hydraulic fluid to the reverse clutch via the second output when the first mode valve is in the first position and the second mode valve is in the second position, wherein the electronic range selection subsystem is configured to transmit pressurized hydraulic fluid to the forward clutch via the first output when the first mode valve is in the second position and the second mode valve is in the first position. Hydraulic control system after Claim 7 10, further comprising a torque converter control valve connected to a torque converter clutch and a radiator subsystem, wherein the torque converter control valve is movable between an application position configured to connect pressurized hydraulic fluid to an application side of the torque converter clutch, and a release position, configured to connect pressurized hydraulic fluid to a torque converter clutch release side and to the radiator subsystem, the hydraulic control system further comprising a torque converter clutch pressure control valve and a torque converter clutch solenoid, wherein the torque converter clutch pressure control valve is disposed downstream of the torque converter clutch and the torque converter clutch Pressure regulator subsystem and upstream of the torque converter control valve is arranged, wherein the pressure control valve of the torque converter clutch is configured, to control a hydraulic fluid pressure supplied by the pressure regulator subsystem and provided to the torque converter control valve based on an output of the torque converter clutch solenoid valve. Hydraulic control system after Claim 8 wherein the hydraulic control system has a park mode and an out-of-park mode of operation, the hydraulic control system further comprising: a park servo in downstream fluid communication with the first mode valve and the second mode valve, the park servo movable between a park position and an off-park position wherein the park servo is locked out of parking by a park control solenoid valve that is movable, a parking lock mechanism mechanically coupled to the park servo, wherein the park servo is configured to mechanically move the parking lock mechanism to engage the hydraulic control system in FIG Park mode, when the first mode valve is in the first position, the second mode valve is in the first position and the park control solenoid is in the first position, the park servo configured to move the parking lock mechanism to place the transmission in the out-of-park mode when at least one of the first mode valve, the second mode valve, and the park control solenoid located in the second position. A hydraulic control system for a drive system of a motor vehicle, comprising a continuously variable transmission, a forward clutch and a reverse clutch, the hydraulic control system comprising: a pressure regulator subsystem configured to provide a pressurized hydraulic fluid; an electronic range selection subsystem in downstream fluid communication with the pressure regulator subsystem and having first and second outputs, the electronic range selection subsystem having a first mode valve and an electronically activated first mode control valve in communication with the first mode valve, the first mode control valve operable; to move the first mode valve between a first position and a second position, the electronic range selection subsystem having a second mode valve and an electronically activated second mode control valve in communication with the second mode valve, the second mode control valve operable to move the second mode valve between a first position and a second position, wherein the electronic range selection subsystem is configured to selectively pressurized hydraulic fluid with the forward clutch via the first output and with the Rückwärtsku The range selection subsystem further includes a range release valve configured to supply pressurized hydraulic fluid to the first and second mode valves, the hydraulic control system further comprising a primary clutch pressure control valve and a standard clutch valve in fluid communication with the primary clutch pressure control valve, wherein the clutch standard valve is actuated by a normally high control solenoid valve.

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